Internal-combustion engine



Jan. 24, 1928.

D. M. HUGHES INTERNAL COMBUSTION ENGINE Filed se c. 15, 1925 T a-j 2 Sheets-Sheet l INVENTOR.

HAY/0 P7. HUG/1E5 W LOQ/O.

A TTORNEYS.

Jan. 24, 1928.

2 Sheets-Sheet 2.

INVENTOR; 0A wo M. HUGHES v ATTORNEYS.

Patented Jam. 24, 1928.

DAVID M. HUGHES, OFLOS ANGELES, CALiFOItNIA.

INTERNAL-COMBUSTION ENGINE.

Application filed September My invent-ion relates to internal combustion engines and the purpose of my invention is the provision of an internal combustion engine whichthe intake and exhaust ports and the alve for controlling such ports are all embodied in the cylinder head, whereby a direct intake and exhaust to and from the compression end of the cylinder isrcndered possible, and upon removal of the cylinder head direct access is had to the compression chamber, valve, and intake and exhaust ports.

it is also a purpose of my invention to provide an internal combustion engine of the above described character wherein a single valve oi the rotary type is provided for controlling both the intake and exhaust ports, the construction of the valve being such that relatively large intake and exhaust ports can be, employed to effect an intake oit fuel in relatively large volumes, and a complete scavenging ot the cylinder of burnt gases and other products of combustion.

A. further purpose of my invention is the provision Of a rotary valve with means for maintaining a fuel-tight joint between the valve and the cylinder head, and the association of a spark plug therewith to permit the ignition of the fuel directly within the valve.

1 will describe only two forms of internal combustion engine einbodying my invention, and will then "point out the novel. features thereoi in claims.

In the accompanying drawings,

Figure 1 is a view showing in vertical sec tion one form of internal combustion engine embodying my invention;

Figure 2 is a horizontal sectional view taken on. line 2-2 of Figure 1;

Figure 3 is a vertical sectional view taken 011 line 3-3 of Figure 2;

llligure 4t a vertical sectional View at another form of internal coinbusiton engine embodying my invention. H

Referring specifically to the drawings, in which similar reference characters refer to similar parts in each of the views, my in vention in the embodiment shown in Figures 1 to 3 comprises a cylinder block B having a cylinder C in which works the piston P. Suitablysecured upon the block B is a cylinder head H, which, as clearly shown in Figures 2 and 3, is constructed to provide intake and exhaust ports 15 and 16 respectively arranged in pairs and extending inwardly and downwardly from opposite sides of the head along lines intersecting the 1011- 15, 1925. Serial NO. 563539.

gitudinal axis of the cylinder C. I It will, oi course be understood that suitable inanitolds (not shown) are provided for supply ing gaseous fuel to the intake ports 15, and for receiving the exhaust gases expelled from the cylinder.

The ports 15' and 16 are controlled .by a rotary valve V comprising an inverted ,cupshaped body having a disk portion 1-7 andan annular portion 18 extending downwardly from the-periphery ofthe disk portion. The body of the valve V is formed with two ports 19 and 20; disposed. at diametrically opposed points and extending radially of the disk portion and downwardly of the annular portion, thus providing relativelylargeports otmaximum capacity to correspond to the relatively large intake and exhaust ports. Centrally ot the disk portion 17 the valve is provided with a :tubular stem 21 journaled in a bearing 22 constituting a part of "the cylinderhead H and projecting into a cupped chamber 23, the latter constituting a part of the cylinderhead H.

. As clearly shown inFigures land 2,1the construction of the cylinder head H is such as to expose a portion of the upperend of the cylinder block B and the Ivalve V and to, thus provide an annular shoulder Q-tupon which the lower edge of the annular portion 18 may be supported The valve. V as a unit, however, is urged upwardly to provide a 'fuel-tight joint. betweenthe disk portion 17 and the cylinder head H. To this end a coiled expansible spring'25 is interposed between a pair of grooved-rings 26 and 27, the upper of which is confined against upward movement by means ot aznut 28 thread ed on the stem 21., while the lower ring is rotatably supported on ball bearings29, the latter in turn rotatingon a raceway;- plate 30 supported on the bottom wallof thech amber 23. In such an arrangement the springQh urgesthe ring 26 upwardly, and; through the medium of the nut 28, such urgingaction is transmitted to the stem and consequently the valve. U

, As shown in Figure 3, the upper, end of the stem 21 is tapered and extendedninto the' tapered opening of a gear 31, with the latter secured against displacement from the stem by means of a nut 32. A second gear 33 c0nstantly meshes with the gear 31 to drive the latter and hence the valve V, the gear 33 being fixed to the upper end'of ashaft 34 journaled in bearings 35 and provided at its lower end with a spiral gear 36 meshing with a similar gear 37 fixed to and operable by the crank shaft 38 of the engine.

The tubular stem 21 receives a spark plug 39 in such manner that the plug rotates with the stem. The lower end oi. the plug is dis posed within the body of the valve V, while its upper end projects above the gear 31. where it is formed with an annular flange 40 to limit the downward movement oi. the plug within the stem. Current is adapted to be supplied. to the plug 39 through a conducting arm all secured to but insulated from the cylinder head H and having its free end in spaced relation to the upper end of the conductor 42 Off the spark plug.

In operation, the valve V is continuously rotated in the same direction .to cause its ports 1.) and 20 to successively register with the ports of the intake and. exhau t ports and 16 and in a manner to successively admit; gaseous fuel to the cylinder and then to permit the exhaust of burnt gases therefrom, it being understood that the spark plug 39 operates to ignite the gaseous fuel as each charge is admitted to the cylinder.

From the foregoing operation, it will be manifest that I provide an internal combustion engine in which gaseous fuel is admitted directly to the combustion end of the cylinder, and through the provision oi the relatively large ports, a maximum charge oi fuel can be instantaneously admitted which operates to increase the power as well as the efficiency of the engine. Further, the ports permit the complete scavenging ol the cylinder of burnt gases, and rapidly, through the intimate association of the exhaust: ports with the compression end of the cylinder. It is to be particularly noted that the valve V is rotatable about an axis coinciding with the longitudinal axis of the cylinder.

Referring now to Figure 1-. l have herein shown another form of engine en'ibodying my invention, in which the cylinder head H is cast integral with the cylinder block ll. The cylinder head H is provided with intake and exhaust ports 15 and 16 arranged in the same manner as the ports lo and 16 in the first form of my invention. These ports are controlled by a rotary valve V having two ports 19 and which successively register with the intake and exhaust ports in the same manner as the first form of valve. The valve V, however, is formed with an attenuated sleeve 43 rotatable in the cylinder and co-oxtensive in length therewith, its lower end being formed with a gear 44 rotatable between the engine block and a plate 45 0t annular form secured to the block by screws -16. The gear 4st constantly meshes with a gear 4:7 fixed to a shaft 418, all disposed within the crank sha'l't housing and opcratively connected to the crank shaft in any suitable manner.

In this embodiment of my invention, the valve V is continuously rotated to control the intake and exhaust ports with the piston P operating within the sleeve 12-3, and the gaseous fuel being ignited by a spark plug 49 in the cylinder head I1".

Although I have herein shown and described only two forms of internal combustion engine embodying my invention, it is to be understood that various changes and modifications may be made herein without departing from the spirit of the invention and the scope and spirit of the appeiulcd claim.

lVhat I claim ;is:

In an internal. comlmstiou engine, a. cylinder, a piston in the cylinder, a head on the eyliiuler having a cylindrical cavity, the diameter of which is slightly in excess of the bore of the cylinder, the cavity being closed at its top by a Hat wall and open at its bottom for direct communication with the cylinder, said head having intake and exhaust ports communicating with the cavity along its side and top walls, an inverted cup shaped *alve rotatable in the cavity and having a disk portion and an annular portion extending downwardly from the periphery of the disk portion, said valve having a pair of ports at diametrically opposed points extending radially through the disk portion from a point adjacent the axis of the valve and t'ansversely through the annular portion to a point spaced from its free edge to thus provide relatively large ports of maximum capacity which, during rotation of the valve register with the intake and exhaust ports of the head, said valve having an upwardly projecting axial and tubular stem journaled in the head and in. whielv a sparli plug is adapted to be secured, said. head ha v ing a cupped chamber through which the stem of the valve extends, a pair ol. rings in surrounding relation to the stem, an expansihlc coil syn-mg interposed between the ri ugs, a nut threaded on the stcn'i and confining thiupper ring against upward movcn'ient so that the spring will act to urge the valve upwardly into fluid tight engagement with the top wall. oi said cavity, and a. thrust bearing interposed between the lower ring and head.

DAVID M. HUGHES.

Bil 

